Electro hydrostatic automatic car-brake



2 Sheets-Sheet 1.

(No Model.)

Patented June 28, 1898.

I TERS cm, PHOTO'LITNO" wAsmNcTon, B c.

2 Sheets-Sfieet 2. J. BUCHEL & P. MQGLOIN. ELEGTROHYDROST ATIG AUTOMATIG GAR BRAKE.

Patented June 28, 1898.

s V a (No Model.)

FFlCt JULES BUCI'IEL AND FRANK MCGLOIN, OF NEW' ORLEANS, LOUISIANA.

ELECTROHYDROSTATIC AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 606,330, dated June 28, 1898.

Application filed May 22, 1897.

To all whom it may concern: 7

Be it known that we, JULES BUOHEL and FRANK McGLoIN, citizens of the United States of America, residing at New Orleans, in the parish of Orleans and State 'of Louisiana, have invented certain new and useful Improvements in l'llectrohydrostatic Automatic Car-Brakes, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to an automatic brake system for cars in which each car is' supplied with a complete apparatus to apply the brakes, which apparatus is operated and controlled electrically either positively by the engineer or automatically by the movement of the cars.

This system consists of an engine, dynamo, and other necessary accessories located on board of the locomotive and supplied with steam from the locomotive-boiler for the purpose of generating electrical energy to operate a series of brake apparatus or systems located on each and every car forming a train, which energy may be transmitted to the diiferent cars by means of the two rails as one conductor and the draw-bars and links as the other conductor, the front draw-bar of each car being connected with its rear draw-bar by means of a copper wire, so as to make the entire train of cars as one continuous circuit, of which the couplings with intermediate wires form one circuit and the two rails form the other. The electrical energy is to be supplied to this circuit on'a constant-potential system, and each brake apparatus with its magnets will derive its supplyin parallel with the mains in the same manner as is done in the case of incandescent lamps.

In the drawings, Figure 1 represents diagrammatically the engine, dynamo, multipole switch, ammeter, and electrical connections which arelocated on' the locomotive. Fig. 2 is a View, mostly in vertical section, of the brake apparatus and operating devices mounted on each car of the train. Fig. 3 is a sectional view of the eccentric, taken on the line G G of Fig. 2. Fig. 4 is a side View of the armature-lever.

Beginning with a description of the plant on board of locomotive, as shown in Fig. 1, it will be observed that it consists of an engine Serial No. 637,702. (No model.)

;to the dynamo-shaft without theintervention of belts for the purpose of economizing space and the additional purpose of preventing the possibility of belts breaking or jumping oif pulleys, which would cause the emergencybrake to go on. every time it happened. The ammeter isalso a regular commercial article and need not be described in detail. The same applies to the four-pole switch. In or- .der to obtain a proper brake action on each car, it is preferable to have a dynamo with a double armature O and P, giving each, say, fifty volts. I/Vhen the lever of the four-pole switch is in the position X on drawings, only the armature P supplies current through the ammeter R to thewires marked To cars and supplies this current at a uniform pressure of fifty volts. When the switch-lever Z is thrown over to the position Y, then the two armatures supply currentin series to each other, giving a potential of one hundred volts. \Vhen the four-pole switch-lever is left or placed in a position at right angles with its base-board, so that it does not engage either position X or Y, then it follows that the current is cut off entirely from the ammeter R and the wires leading to cars. When the brake is entirely oif, the switch-lever Z is at Y, so that the full potential of one hundred Volts will flow to the wires leading to cars, from which it will be seen that this system is what is called a closed-circuit one, in which there is always a continuous current flowing When no Work is being done. The object in having made this a closed-circuit system is because of the fact that were itan open circuit and any one of the cars became detached there would be no means of causing the brakes to go on automatically. Hence the utility of the apparatus would be impaired if not entirely lost. As it is should a car break its coupling pin or link or otherwise become de tached from the rest of the train the breakin g of the circuit that would ensue will cause the emergency-brake to go on in the same manner as it would when the engineer pulls up his switch-lever so as to have no connection with the train-wires, leaving the latter entirely disconnected from the source of electrical supply from the dynamo. Then the switch-lever is in position X, then the brake is on; but it is on only to a very limited extent, being the lightest braking application to which the apparatus is adjusted at that time, and if the engineer wishes a still greaterbrake action up to the allowable limit or just short of skidding the wheels he simply pulls down thelever U, Fig. 1, bearing on the top of governor TV at point V and gradually brings down the speed of the engine, so that the potential of fifty volts likewise gradually drops until a certain limit is reached,beyond which the engineer cannot reduce the speed of the engine and which represents the limit of normal and maximum safe brake action, which in practice rarely exceeds sixty per cent. of the weight of the empty cars. In service applications the skidding of wheels is very much to be avoided on account of the flattening which takes place when they slide on the rails without revolving and which renders them unfit and generally unsafe for service owing to the hammer action that ensues at high speed. On that account matters are so arranged that the engineer can just reach the allowable service limit by reducing the speed of the engine up to a predetermined limit and no more.

If at any time the engineer finds that an extreme emergency application is required to protect life and property regardless of damage to wheel, then he simply pulls up the switch-lever on four-pole switch Z so that it has no connection with either position X or Y, in which event the full and highest possible braking action follows up to skidding the wheels even on cars that are carrying a very heavy load, so that the train is stopped in the shortest possible time regardless of all other conditions.

In the course of ordinary service applications when the lever on switch Z is thrown from position Y to position X the emergency application takes place for an instant-that is, the condition for an emergency application exists; but as the engineer promptly engages the lever into the position X the emergency application does not follow, the pump nothaving had time to fill up the brake-cylinder to its maximum before electrical control is restored, as will be explained farther on. After a blow-out the fuse has to be replaced before the train can proceed, which is a matter of a very few moments. \Vhen, however, such a blow-out takes place, the engineer will hear it, and the falling of the ammeter-pointer to zero will at once inform him that something has taken place.

The ammeter is so calibrated as to indicate to the engineer the number of cars he is carrying when the switch-lever is in position Y and a potential of one hundred volts is acting. The arrangement is such that if we allow, say, one-fourth ampere of current 0011- sumption for the two magnets under each ear or one-fourth ampere per car the instrument instead of indicating one-fourth ampere will simply indicate 1, when five cars are cou pled indicates 5, and with sixty cars registers 60, and so on in proportion. This feature is very important since it gives the engineer at all times exact knowledge of the condition of his trainand of his brakes. As an example, suppose he is drawing eight cars and his ammeter-poin ter indicated 8, should his pointer suddenly fall to, say, 5 it would simply express the fact that either three of his cars have become disconnected or else three brakes have set, his attention being necessary in either case. \Vhen he puts his lever on four-pole switch Z from position Y to position X and was, for instance, carrying eight ears with the aml'neter-pointer at 8, then he expects the pointer to fall to 41, since afall of potential has taken place from one hundred to fifty volts and the flow of current reduced proportionately. After the engineer (with eight cars) has thrown his switch-lever into position X and his amme- "tor-pointer has settled down to at then when he commences to depress the lever U, Fig. 2, and the speed of the engine is retarded or gradually accelerated negatively then he will perceive the pointer on the ammeter fall from l to, say, 3 or 2, according to the amount of pressure exerted, and by this means he knows what kind of a brake application he is getting, since the ammeter always records the conditions as they are, all along the line of cars the magnets and braking appliances being alike in every particular, equally strong and controlled simultaneously. As explained before, he cannot reduce the ammeter-pointer to zero by this means, as this would put on the emergency application, which can and should only be obtained by cutting out the circuit either by switch Z on locomotive or by short-circuit switches individually located on each one of the coaches or freight-cars even, if this is found desirable.

Should the ammeter get out of order at any time, it would not impair the efficiency of the brake in the least, exceptin this, that the engineer would have no knowledge as to cars becoming detached or brakes setting. Apart from this it would have no effect on the application itself whatsoever.

The object in using electricity in this brake is simply to carry the intelligence from the engineer to each and every car on his train not only in the most convenient manner, but also with the greatest possible rapidity of action. The work is not done by the electric current directly, as it simply performs cer rain-duties according to the will of the engineer, and then the brake system on each car is put into action, using the waste power or momentum of each car against itself. In this manner the work is done with the least expenditure of power derived from the locomotive, giving an absolute instantaneous brakin g power accompanied by the greatest possible force of application.

Having thus described the locomotive equip ment and its duties, we will proceed with the brake system proper located on each individual car and subject to control by the engineer, as already described.

1 is an eccentric-strap. 2 is the eccentric, and 3 is the car-axle. The eccentric-strap 1 contains a concentric chamber 43, terminating in a constricted orifice 44. This chamher and orifice are arranged and intended to contain lubricating -oil for lubricating the surface between eccentric and strap. It will be observed that this eccentric-strap is devoid of all lugs, projections, or irregularities of any kind, being perfectly round and the outer periphery true and concentric with the eccentric. A screw-plu g (not shown) or other device may be used for admitting the oil to the chamber. WVhen the eccentric-strap is not held from turning with the eccentric, it revolves at the same speed as the eccentric, and the centrifugal force acting on the oil contained in chamber 43 causes it to spread itself against the outer periphery and does not in this way lubricate the eccentric, being out of reach of the rubbing surfaces. When the ring or strap is stopped from rotating with the eccentric by the force of the ram 5 coming against its outer periphery, then the oil, which had been spread all over the interior of the rim toward its outer periphery, runs down in a flood over the eccentric through the orifice 44 and gives proper lubrication exactly at the time when it is needed. The moment the pressure of the ram 5 is with drawn the eccentric-strap 1 at once resumes its rotation with the eccentric 2 and the oil again goes out of reach of the wearing-surfaces, which promotes economyin the use of oil and renders it unnecessary to replace the oil except at long periods. The chamber 43 is made large enough to contain a supply of.

lubricating material sufficient for a period of six months or more. Then the ram 5 is not touching the radius of motion of this eccentric and strap, as shown by the lines A and B, it simply revolves out of center without performing work of any kind. Hence there is no absorption of power or wear and tear on the parts.

4 is a hydraulic pump or ram cylinder.

5 is the ram or piston.

is a spring that tends to force the rain forward and against the eceentric-strap .1, but is resisted by lever 8, pivoted on pin 47, and controlled by the tubular electromagnet 7 and its armature 9. The tubular electroinagnet 7 is also a ram of about the same bore as 5, and it serves for the purpose of applycylinder 6 and ram 7 and to controlling-valve 13 and finally back to the oil-tank 14 by means of pipe 31. Pipe 31 also leads to the suction-valve 27 in order to supply oil from tank 14 to cylinder 4.

The position of ram 7 with its tubular-magnet end in the cylinder 6, as shown in the drawings, indicates its position when the brakes are not on, there being no pressure on the brake-shoes at all. The spiral spring 41, acting on rod 40 and eye 42, draws the ram back into its cylinder 6 at all times when the pressure of oil is relieved or released by valve 13. The eye 42 is fastened to the ordinary brake-levers such as are commonly used on cars and needs no specific description.

The pressure-pipe 30 leads oil to the back of the ram 7, while the pipe 31 leads oil to the cylinder 4, from which it is displaced by the. ram 5 and forced into the ram-cylinder 6.

24 represents the leading-wire from the spool 39, which is composed of insulated cop per wire in the usual manner and carefully insulated from the surrounding metal composing its body 7. The terminal of the wire 24 is on the inside of the spool 39 and is connected to the iron body of ram 7 in such a way that there is possible a circuit from the metallic framework of the car-truck through the car-wheels to the rail. The same holds good as to the method of connecting the coils or spools of the long-pull magnet 10, (indicated as 16 and 17.) This magnet having a metallic connection with the framework of the car-truck, which in turn is connected by. means of the car-wheels to the rails, makes it possible by also connecting the inside wire to the iron core to have an electric circuit from wire 19 to the ground. fire 19 e011- nects with both inside and outside coils 16 and 17 in such a way that if a current enters at 19 and leaves by means of the core 10, casings 11 and 12, and their supports a mag netic attraction will take place whichv will tend to raise the core 10 vertically against the force of gravity and keep it thus suspended, in the meantime relieving the valve 13 with stem 37 and spring 36, lever 34, and fulcrum-pin 35 of all strain and allowing free passage of oil through an orifice about one eighth of an inch in diameter, which is otherwise covered by the said valve 13 andstem 37. The spring 36 is for the purpose of keeping valve 37 against lever 34 and lever 34 against roller 33, revolving on pin 32 The object of roller33 is, to prevent or. lessen friction when the lever 34 goes up .and down with it, as it would otherwise tend to push magnet-core10 either to one side or to the other and give an undue side pressure, which would interfere with the sensitiveness of motion of this said core 10. It is to be observed that the lever 54 is very thin and tapering at the end, and this is done to cause it to act as a spring, so that when the core 10 falls it will not damage the valve and seat 37, since in actual practice the fulcrum ratio will give from ten to twenty times the pressure on valve 37 as the core 10 represents. WVere this a rigid lever the accumulated force of the fall of core 10 would quicklydisintegrate the valve and seat 37.

The casing 11, surrounding core 10, is to be made of brass or some other non-magnetic metal, and it is tapered at the end and reaches a sharp edge at 15. From this it will be seen that the outer magnet 12 has a tapering bore, being smallest at the bottom, and into which this brass casing fits and serves for the purpose of steadying the core 10 in its upward and downward motion. Both parts 10 and 12 are preferably to be made of soft iron, so as to give high magnetic efficiency.

Wire 19 is connected to coil 16; but this connection need not be made directly as shown, since it can be run up to the source of electrical supply coming from the coupling. A small wire is shown from wire 19 to coil 16 and is marked 8. lVire 19 terminates inside of the core 10, but is insulated therefrom by means of hard-rubber bushings 18, so that the current will be conveyed only to coil 17 and must pass through this in order to make its exit or complete its circuitthrough the core 10 and parts 11 and 12. The connections to the coils l6 and 17 are such and direction of winding so arranged that when a current of electricity is passed through them there will be strong attraction, tending to raise core 10 off the lever 34. By modifying this current within certain limits or cutting it off altogether we can secure pressures varying from the full weight of core 10 to no weight at all, as the case may be.

lVhen no current is on coils 16 and 17, the core 10 drops and pressure comes on valve 37; but when the full potential of one hundred volts is brought to bear then core 10 is raised and forced against the bottom of the outside magnet 12, surrounded by coil 16. When the current is cut down to fifty volts, the core 10 is so designed and wound as to fall and close the valve 37; but it only falls and does not exert any sensible pressure on the valve 37, so that while the pressure is accumulating under this valve it is hardly doin g more than taking up the brake-shoe slack preparatory to a stronger application. From this it will be observed that while the fifty volts potential is hardly sufficient to support the weight of core 10 yet it balances it so nearly that very little pressure is felt on valve 37, and as soon as the pressure has accumulated under this valve sufficiently to overcome this resistance, however slight it may be, then it raises the valve 37, shoving the core 10 farther up into the brass casing 11 and makes its way out into pipe 31 back to tank 14. This is the condition of things when the four-pole switch Z is at position X on the locomotive, while when the switch Z is in position Y the core 10 is drawn up as far as it can go and the valve 37 is wide open, while when the lever of switch Z is in the position at right angles to its base and not connected with either position X or Y then the core 10 is unsupported and its full weight is brought to bear on lever 34 and valve 37. This is, as explained before, the emergency application, which applies the brakes with the greatest force possible. The area of valve 37 is no more than one-eighth of an inch square or one sixty-fourth part of a square inch, and the fulcrum and length of the lever 34 are such that a weight of from two to three pounds in core 10 will give suffieient pressure between those limits to give maximum emergency brake application, and any excess of pressure beyond this will raise valve 37 off its seat and allow surplus of oil to return back to tank 14. From this it will be seen that when. the current is off the coils 16 and 17 this core 10 is nothing more or less than a weight on the end of a safetyvalve lever,and when more or less current is on the coils 16 and 17 then this weight becomes variable at the will of the engineer or becomes altogether m'Z when the full potential of one hundred volts is restored. This valve 13 then combines in itself the features of a safety-valve and a pressure-regulator.

Attached to the bar leading to wire 19 is a small lever 20,with pivot 21 and 22. This lever goes up and down with the core 10, and when the latter is at its highest point this lever 20 and 22 touches the end of wire 24 at point 23. From this it follows that when the core 10 falls ever so little the circuit is broken between the current from wire 19 and wire 24, with the result that lever B and armature 9 are released by the magnet 7 and remain in this condition until the core 10 resumes its position, due to the reapplication of the full pressure of one hundred volts. The object of this is to cause the magnet 7 to release promptly when the current is cut down from one hundred to fifty volts, so that the lever 8, pivoting on pin 47, is able to jump from position Cto position D, (shown by dotted lines,) and by so doing it releases ram 5, which, being propelled forward by the force of the spring 25, is applied to the surface A of the eccentric-strap 1, which is at that time oscillating at a rate varying from nothing up to seven hundred or eight hundred strokes per minute, depending on the speed of the car. This then gives to the ram 5 a motion in and out equal to the amount of eccentricity of the eccentric, and during this operation oil is bein g sucked in through the valve 27 and ejected through the valve 29 into the pipe 30 to the ram-cylinder 6 and forcing out the ram 7 in proportion to the amount of pressure generated or resisted by valve 37, and this ram 7v carries with it the rod 40, compressing the spring 4]., and, drawing in the eye 42, acts on the brake system and applies the brake-shoes.

Now let us consider the action of the whole brake system and let us assume or take for granted that whatever takes place on one car takes place on all the others if theyare in proper working order, and let us further assume that the last of a series of, say, sixty cars will receive or have the same difference of potential of one hundred volts or any other amount as the first car has,owing to the very low electrical resistance of the rails as one conductor and the couplings or draw-bars with their heavy intermediate copper wires as the other conductor. Ne will say that the engine is running at full speed, and at this speed the two armatures on dynamo are gen-. crating fifty volts each, and switch Z is placed at position Y, and that consequently a potential of one hundred volts is being delivered to the wires to cars and from thence on through the couplings and intermediate wires and also through the two rails, that magnets 7 and coil 39 and magnets 10 and 12,with their coils 17 and 16, are each receiving their share of the current at a pressure of one hundred volts, and that they are all so Wound as to have sufficient resistance, so as not to take any more current at one hundred volts than is required or is safe for the bulk and size of the wire, and that consequently no undue heating takes place. Under this condition of things the brake-magnet 7 is energized by current from wire 19 through lever 20 and 22 and contact 23, attached to wire 24, and this magnet 7 is attracting the keeper 9, holding lever 8, and restraining the rain 5 at the point 46, inside of the slot 45, so as to prevent the eccentric-strap 1 from touching the face of the ram 5 and communicating any motion to it. The spring 41, though of about the same strength as the spring 25, has a superior leverage over it, since the lever 8 has a fulcrum of four to one against the spring 25 in favor of the spring 41, the attraction of the magnet 7 being just a little morethan sufficient to keep the armature 9 against its face notwithstanding the pressure exerted by the spring 25. The core 10 of the long-pull magnet is up in the magnet 12 as far as it can go and is holding the lever 20 and 22 against the point 23, in addition to which it is not exerting any pressure on the lever 34, which simply follows it, being borne upward by the force of the spring. 36, consequently giving the valve 37 a full opening. Therefore we have no pressure anywhere and no motion of the pump or ram 5, and we have all the conditions necessary for the brakes to be off; but suppose a coupling-pin breaks or one or more cars become detached then, the current being cut off from the detached cars, the magnet 7 releases the keeper or armature 9, while the long-pull magnets 10 and 12 allow the core 10 to drop, closing the opening under valve 37, and at the same time the ram 5, being released, is forced against the face A of the eccentric-strap 1, and stops it from rotating with Y the eccentric, butat the same time partakes of its to-and-fro motion, which in turn sucks oil out of the tankll through valve 27 and forcing it forward toward the positions D and E, where it again meets its armature 9, comes in contact with it, and pushes it beyond to about the point E as far as may be determined by the wear on brake-shoes or their adjustment at that particular time. The pressure having accumulated up to the emergency point, the brakes are applied with the greatest possible forceylocking the wheels. After a regular application of the brakes the release is accomplished by throwing switch lever back to position Y, thus putting on the one-hundred-volt current, the magnet 7 immediately gripping its keeper 9, which we have said before was in close proximity at that time due to the oil having forced the ram 7 past the point D. In this way the magnet is not required to pull over a long range. At the same instant that magnet 7 grips the keeper 9 the core 10 is drawn up into magnet 12. In fact, the grip of magnet 7 really cannot take place until this core 10 is drawn up to touch the lever 22 and completes the circuit at 23. Thus it'is clear that the lifting of core 10, the gripping of armature 9, and the release of oil by the valve 37 take place almost instantaneously, and at the same time, when the oil is released, the piston or ram 7 com-' mences to recede, carrying along with it the keeper 9 and lever 8, forcing the ram 5 back into the cylinder 4 sufficiently far to keep it from being acted upon by the face A of the eccentric-strap 1, all against the resistance of the spring 25. The magnet or ram 7 then touches the bottom of its cylinder 6 at or near the rod 40, to which point it is always brought by the force of the spring 41, and thus releases the brake-shoes until the next application is required.

The next point that we have to consideris that of regulating the brake application from light to full'or maximum service without using the emergency application, which is only desirable in cases of extreme and actual danger. In this case we bring the pressure up to a cer tain limit, which is never sufficient to slide or skid the wheels and is called service ap plication. Suppose the lever of switch Z to be in position Y and brakes are ofi and engineer requires alight brake action. He then pulls the switch-lever out of position Y and engages it in position X. As a consequence the circuit was cut entirely out for a moment until the position X was finally reached, and during this instant the magnet 7 had to release its keeper 9 and the magnet 12 dropped its core 1.0 and the pump having started to workthe ram-cylinder 6 is filled with oil under a light pressure, the excess escaping from under the valve 37, which lifts up the core 10, the latter being largely, however, supported by the attracting force of the magnetic fluid, due to the fifty-volts pressure still on the circuit, and as a consequence the core 10 is balanced between the force of magnetism tendin g to raise it against the force of gravity and the pressure of oil under the valve 37. If the engineer requires no further or greater brake action, he simply leaves matters as they are, and when he wishes to take off the brakes he restores lover of switch Z back to its position Y, and the brakes are released, as already explained. Suppose that, on the other hand, after having put on the light brake action by holding switch in position X he should desire a greater or heavier application. Then he simply presses on the lever U in Fig. 1 and by reducing the speed of the dynamo-engine reduces the potential of the dynamo from fifty volts to a certain amount less, and in the same proportion the brakes go on harder, because the supporting power of the currenton the core 10 is being diminished and more weight is brought to bear on the valve 37. Consequently the pressure in the pipe 30 has increased and will continue to increase in proportion as he retards the speed of the engine up to the full maximum limit of service application, beyond which he cannot go under these conditions. To release the brake, he lets go the lever U (shown in Fig. 1) and throws the switch-lever from X back to Y, and the release at once follows.

In practice any suitable manner of controlling the governor can be used, so that engineer is not obliged to keep his hand on it to maintain the braking power, and lever U can be so arranged that it will stay in any position that it may be put when so desired. Any convenient and suitable form of engine, governor, dynamo, ammeters, switches, and fuseboxes can be used to suit the conditions of practice and as experience may determine. The same applies to the magnets, valves, levers, rams, eccentric, and other parts.

There are oils now made that can bear extreme cold without hardening or freezing; but if it is preferred water may be substituted containing alcohol, glycerin, or chemical salts, which prevent water from freezing. Oil is probably the best fluid to use in an apparatus of this kind, since it affords at the same time excellent lubrication to the main moving parts.

The invention is not limited to the exact construction shown for performing the various the conduit, a controlling-valve in the con d uit, a weight tending to keep the valve closed and an electromagnet for varying the pressure of the weight upon the valve.

2. In an automatic car-brake a closed liquid-circuit, a pump operated by the car-axle for forcing the liquid, a connection from the liquid-circuit to the brake-cylinder, a controlling-valve in the circuit adapted to be opened by .the pressure from the pump, a weight tending to keep the valve closed and an electromagnet for varyin g the pressure of the weight upon the valve.

3. In an automatic car-brake, a closed liq" uid-circuit, a pump for circulating the liquid, a connection leading to the brake-cylinder, a controllingvalve in the liquid-circuit, a weight tending to keep the valve closed, an electromagnet operating said weight and means for making or breaking the electrical circuit whereby the valve will be closed or allowed to open.

4. In an automatic car-brake a closed liquid-circuit provided with a pump operated from the car-axle for forcing the liquid, a connection leading to the brake-cylinder, a controlling-valve in the liquid-conduit adapted to open by the pressure from the pump, an electromagnet the core of which acts upon the valve and closes the same when the circuit is broken.

5. In an automatic car-brake, a closed liquid-conduit with a pump for forcing the liquid, a connection leading to the brake-cylinder,a controlling-valve in the conduit adapted to open with the pump-pressure, a weighted lever bearing upon the Valve to close it, the lever being sufficiently thin or elastic to bend under the weight, and means for varying the weight upon the lever.

6. In an automatic car-brake a closed liquid-conduit with circulating-pump, brakecylinder, and valve, an electromagnet controlling the valve consisting of a fixed cylindrical casing tapered to an edge at the top, a cylindrical core wound with a coil of wire moving in the casing and another coil flared to fit over the top of the casing.

7 In an automatic car-brake the eccentric fastened on the axle, the eccentric-strap consisting of an annular ring upon the eccentric provided with an annular oil-chamber and an opening from the oil-chamber to the bearing-surface between the ring orstrap and cocentric.

8. In an automatic car-brake, a closed liquid-conduit, a plunger for forcing the liquid, an eccentric secured on the car-axle and an annular ring mounted to revolve upon the eccentric with its outer periphery bearing against the plunger for operating the same.

9. In an automatic car-brake a closed liq uid-conduit, a plunger for forcing the liquid, an eccentric with an annular strap mounted on the car-axle, and a spring tending to keep the plunger bearing against the outer circumference of the eccentriestrap.

10. In an automatic car-brake, a closed liquid-conduit, a plunger for forcing the liquid, an eccentric secured to the car-axle, an eccentric-strap provided with an annular oilchamber mounted on the eccentric, an opening leading from the chamber to the bearing between the eccentric and strap, and a spring forcing the plunger against the outer periphcry of the eccentric-strap.

11. In an automatic car-brake, a closed liquid-conduit, a plunger operated from the caraxle for circulating the liquid, a controllingvalve in the conduit, a connection to the brake-cylinder, a spring bearing against the plunger and an electromagnet for holding the plunger station ary when the controlling-valve is open.

12. In an automatic car-brake, a closed liquid-conduit, acylinder and plunger for forcing the liquid, a controlling-valve in the conduit, an eccentric with an annular strap mounted on the car-axle, a spring normally tending to force the plunger against the outer periphery of the eccentric-strap, and means for holding the plunger stationary and out of the path of the eccentric when the controlling-valve is open.

13. In an automatic car-brake, a closed liquid-conduit with a controlling-valve, a plunger for forcing the liquid and operated by an eccentric mounted on the car-axle, a spring for forcing the plunger against the eccentric, a lever engaging the plunger and carrying an armature, and an electromagnet adapted to attract the armature and to hold the plunger away from the eccentric when the controlling-valve is open.

14. In an automatic car-brake, a closed liquid-conduit with a controlling-valve, a plunger for circulating the liquid and operated by an eccentric on the car-axle, a spring tending to force the plunger against the eccentric, a lever engaging the plunger and carrying an armature, and an electromagnet mounted upon the piston of the brake-cylinder for attracting the armature and holding the plunger away from the eccentric when the controllingvalve is open.

15. In an automatic car-brake, a closed liquid-conduit, a plunger operated by an eccentric on the car-axle for circulating the liquid, a valve in the conduit controlled by an electromagnet, a lever engaging the plunger and carrying an armature, a second electromagnet for holding the plunger away from the eccentric.

16. In an automatic car-brake, a closed liquid-conduit with a controlling-valve and momentum-pump mounted on each car, electromagnets the cores of which act as weights controlling the valves, an en gine'and dynamo on the locomotive, the electromagnets being the circuit from dynamo, and means for controlling the speed of the engine and thereby varying the strength of the current to the magnets.

17. In an automatic car-brake, a closed liquid-conduit with controlling-valve and 'm0 mentum-pump mounted on each car,electromagnets for controlling the valves, adynamo and engine on the locomotive, the circuit wires connecting the dynamo with the magnets, the speed-governor for the engine and a lever bearing on the top of the governor by which the speed of the engine and also the strength of the current from the dynamos may be controlled.

18. In an automatic car-brake a closed liq aid-conduit with a controlling-valve and a momentum-pump mounted on each car, electromagnets for controlling the valves, a dynamo provided with double armatures, circuit-wires connecting the dynamos with the magnets,

and a multipole switch for connecting one or both armatures with the circuit or for breaking the said circuit.

19. In an automatic car-brake, a closed liq uid-conduit, circulating-pump and brake-cylinder, a valve opening upward, alever hearing on the valve, a spring forcing the valvestem up against the lever, the electromagnet with its core acting as a weight for the lever, and means for varying the strength of the current in the coils of the electromagnet whereby the Weight of the core upon the lever is varied.

In testimony whereof we affix our signatures in presence of two witnesses.

JULES BUOHEL. FRANK MCGLOIN.

Witnesses:

JAMES J. MCLOUGHLIN, OSCAR SCHREILER. 

